Personal Watercraft

ABSTRACT

Personal watercraft systems, watercraft power systems, and methods of developing and managing engine powered systems between and end user and an original equipment manufacturer are described. The personal watercraft power systems include a housing for supporting a water jet pump and engine system. The housing is constructed to support the power system and removably engage a watercraft. The power system has a reduced profile and is particularly applicable for watercraft having a modular construction. Preferably, the housing is constructed to removably engage a number of watercraft configurations and provides a watercraft power system that is easily serviceable, highly versatile, and dynamic.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a continuation of U.S. patent application Ser. No. 11/855,248, filed Sep. 14, 2007, titled “Product Development and Management Methodologies” which is a continuation-in-part of U.S. Pat. No. 7,507,128, filed Apr. 2, 2007, titled “Power System for Watercraft” which is a continuation-in-part of U.S. Pat. No. 7,426,896 filed Jun. 5, 2006 titled “Prone Operator Position Personal Watercraft”, the contents of which are each expressly incorporated herein.

BACKGROUND OF THE INVENTION

1. Field of the Invention

The present invention relates generally to the field of watercrafts and, more particularly, to jet-powered personal watercraft (PWC). Specifically, a preferred embodiment of the present invention relates to jet-powered personal watercraft constructed for operation by an operator in a prone position. The present invention thus relates to a personal watercraft of the type that can be termed prone operator position jet-powered watercraft. The present invention also relates in general to the field of product development. More particularly, the present invention relates to development and distribution of engine driven personal use vehicles, such as personal watercraft, bicycles, engine powered two wheel vehicles, and the like. Specifically, a preferred embodiment of the present invention relates to a system of developing a product to comply with the requirements of a third party distribution network.

2. Discussion of the Related Art

Historically, it was known in the prior art to provide a jet-powered personal watercraft of the type generally hereunder consideration. A conventional personal watercraft is typically understood as a watercraft constructed to support one operator and possibly as many as two passengers. Typically, the operator is oriented in a standing or seated position. For example, a personal watercraft constructed to support a passenger in addition to an operator generally requires a configuration wherein the passenger and the operator are positioned in a seated orientation. Providing a personal watercraft where the operator is supported in a prone position provides a personal watercraft that is uniquely controllable and operable, thereby overcoming what may be perceived as the tedium associated with conventional personal watercraft.

Another drawback of conventional personal watercraft is the relative size thereof. A majority of such watercraft are constructed to support an operator and/or passengers at a position above a surface of the water of the operating environment. Such operation requires the personal watercraft be constructed of sufficient size to provide a buoyant force equal to the weight of the personal watercraft, as well as the weight of the operator and/or passengers. Accordingly, such conventional personal watercrafts are relatively bulky. The size of such devices complicates non-operating transportation of the watercraft.

Another drawback of known personal watercraft systems is the relatively monolithic construction of such devices. Such devices commonly include a plurality of components, including an engine disposed within a one-piece waterproof hull. Frequently removing components from within the hull is a time consuming and laborious process. Furthermore, servicing of the components of the personal watercraft requires either removal of the component directly therefrom or transportation of the entirety of the personal watercraft. Such transportation is commonly facilitated via a trailer, which is configured to directly support the personal watercraft. That is, such watercraft is substantially non-shippable. The relatively unitary construction of such assemblies prevents convenient and economical transportation of the personal watercraft for servicing and the like. Such devices are commonly locally serviced due in part to the inconvenient transportation of the device or components thereof.

Therefore, it would be desirable to design a personal watercraft constructed to support an operator in a prone position, which is separable and therefore easily transportable. It is further desirable to provide a watercraft power system that is removable, compact and lightweight to allow separate transport of the watercraft and power system and yet powerful and robust.

Another aspect of the present invention relates in general to the field of product development. More particularly, the present invention relates to development and distribution of engine driven personal use vehicles, such as personal watercraft, bicycles, engine powered two wheel vehicles, and the like. Specifically, a preferred embodiment of the present invention relates to a system of developing a product to comply with the requirements of a third party distribution network.

Historically, it was known in the prior art to develop a product that is maximized for manufacturing productivity as well as product robustness. It is further well established to develop a product based upon manufacturing cost as well as material consumption. After development of the intended product, a distribution modality is commonly determined and selected as a cost consideration as to how to efficiently communicate the product to the consumer. Although general consumer goods such as shoes and computers can be readily communicated to the consumer via common carriers such as UPS or Federal Express, other products, as determined by their composition, size, and configuration, are commonly refused to be transported by these delivery systems. Engine powered devices, because of their size, weight, shape, and inclusion of combustible materials, are one type of such a product.

Distribution of engine powered devices is commonly effectuated by contact carriers who distribute the manufactured and fully assembled products from the original equipment manufacturer (OEM) to a number of depot or dealer locations. This distribution modality can be readily observed every day in the transportation of cars and/or other engine powered devices via contract carrier and the proliferation of dealerships associated with specific OEMs. These dealers and contract carriers often operate independently of the OEM. Efficient operation of such a system requires relatively constant and generally uninterruptible communication between the OEM and the participants of the distribution chain.

Product development generally includes the configuration of a product and assignment of a distribution modality after the product has been designed. That is, the OEM will select the distribution modality as a function of who will be willing to distribute the product to a consumer. FIG. 21 shows such a system 1000. After a products' conception 1200, the OEM determines a manufacturing protocol 1400. Such a protocol determination generally includes the selection and assignment of which components and assemblies the OEM can itself manufacture, and which components and assemblies the OEM will contract with others to provide. Upon acquisition of all of the necessary product configuration and construction systems, the OEM assesses and selects a distribution modality 1800. The process of selecting a distribution modality generally includes consideration of: a) whether the OEM should internally control the distribution network or contract with third parties that provide such services, b) which carriers are willing to distribute the product, c) the relative cost associated with those parties who are willing to transport the product, and d) where and by whom the product will be displayed to the public, etc. Commonly, when the product cannot simply be transported by common carrier, selection 1800 results in a selection between just a few contract service providers.

Having determined the product configuration and manufacture protocol 1400 and selected a distribution modality 1800, system 1000 produces and distributes the conceived product in accordance with the decisions related to the product manufacture protocol 1400 and the decisions related to product distribution 1800. The existing business development methodology for the sales and service of motorized vehicles has traditionally followed this paradigm.

As an example, personal watercraft OEMs incorporate an intermediary or a dealer between the OEM and the end user or customer. The dealer channel is used by the OEM to inform and make the sale of product and accessories to the end user, take the necessary steps to prepare the product for delivery to the customer (dealer prep), effect delivery of the product to the customer, provide warranty service of the product, provide recall service, if necessary, and provide ongoing service to the customer. The dealer may also provide a market in used product. The dealer channel provides a convenient means for an OEM to easily inform and make the sale of product to individual customers distributed across large geographical territories. The dealer is also generally responsible for unloading product from the commercial carrier, make final preparations of the product for consumer use such as adding fuel and/or oil, making, installing, or servicing battery systems, and otherwise transporting the product for consumer delivery. The design of such products relies on point of sale personnel, or a local dealer, to accomplish these and other tasks. The size, weight, and configuration of the product often required some form of material handling equipment or multiple individuals to be involved in the unloading of the product from the commercial carrier or transporter. The end user generally could not accept receipt of such products at their ship-to address.

The dealership product supply protocol also separates the OEM from inventory and specific product control and performance feedback. If a product suffers an “infant mortality” while under warranty, the dealer channel commonly performs warranty repairs for the customer and charges the OEM for such services. In return for these and other services, the OEM generally provides a discount from list price on products, accessories, and service parts to the dealer. These discounts account for a portion of the revenue stream associated with operation of the dealership. In essence, the dealership network is partially supported by the OEM. Due to the requirements of engine driven products discussed above, the dealer network distribution channel has become the common business model for all motorized watercraft OEMs.

The dealership distribution network presents several additional drawbacks to the distribution of OEM products. The dealership network requires the placement of a third party, i.e., the dealer, between the OEM and the consumer. The dealer is frequently less motivated and/or not as well equipped as the OEM to achieve high levels of customer satisfaction. That is, if the OEM's product fails too often, the dealer may simply switch brands to maintain the vitality of the dealership. Such product shifting directly affects the success of the OEM's products and the OEM underlying business. The dealer channel also necessitates a number of additional resources to recruit and train dealers, establishing dealership order processing and accounts receivable systems, service training for dealership personnel, part ordering and logistics systems, provisions of service manuals and specialized service equipment, warranty tracking systems and dealer motivational expenses.

As alluded to above, dealership loyalty and/or solidarity is also an issue. Dealerships frequently carry a wide range of motorized products from multiple OEMs. The sales personnel associated with such multiple brand dealerships often lack an intimate knowledge of any one brand carried by the dealership. Such dealerships also generally lack the capacity to carry each and every product produced by each OEM. As such, such dealerships may not have on hand a specific product of customer interest as it would be implausible and impractical to have showrooms large enough and be financially liquid enough to cover the cost associated with stocking each product produced by each OEM. Such cross-brand product dealerships also often lack the ability to maintained service personnel skilled in servicing each individual product offered by multiple OEMs.

OEM distribution that relies on the dealership distribution model is also susceptible to unscrupulous dealership transactions. For example, if a field failure occurs under warranty, the OEM is at the mercy of accurate reporting from the dealership to determine root causes and confirmation that the failure is covered by an applicable warranty. Such occurrences can unnecessarily increase the OEMs operating expenses.

The dealership distribution model also suffers from untimely product manufacture-to-use intervals. That is, unsold dealership products may have defects that have not been recognized by the OEM because the products remain unused in the dealership's inventory. The time lag between initial manufacture and recognition of the defect increases the product pool that must be repaired or otherwise corrected. A recall initiated by the OEM to effect a product modification would have to cover both purchased product and the unsold inventory.

The dealership also complicates the stream of information with respect to feedback from the end user. Generally, a consumer who has a product issue or comment reports this feed back to the point of sale, i.e. the dealership. Accordingly, consumer feedback may not be accurately communicated to the OEM and may be filtered or otherwise discarded by the dealership. OEMs frequently require a warranty card or other product registration system such that the OEM is knowledgeable about the identity of end consumers and warranty responsibilities. The cost associated with maintaining such systems is not negligible and further increases the per unit operating expense experienced by the OEM.

Understandably, engine driven products could be communicated directly to a consumer but only with considerable additional expense. That is, the OEM would become financially responsible for supporting the personnel and equipment necessary for such a transaction. When many purchasers would only require a few actual machines, a wide market area must be penetrated to maintain the viability of the underlying OEM. Distributing the product would generally require transportation vehicles, such as trucks, and personnel physically able to deliver the purchased products. Although this would be an obvious variant to avoid a dealership network, the cost associated with maintaining such a system renders it impractical to start-up providers.

Accordingly, it is also desired to provide alternate systems and methods of developing a product and communicating that product to a consumer.

SUMMARY OF THE INVENTION

By way of summary, the present invention is directed to a personal watercraft constructed to support an operator in a prone position that overcomes the aforementioned drawbacks. The personal watercraft system includes a housing for supporting a water jet engine system. The housing has a pickle fork shaped hull for operation enjoyment. A pair of sponsons is removably attachable to the housing to facilitate breakdown of the watercraft system assembly into more easily transportable components. Within the water jet engine system, a water jacket or sleeve surrounds the engine. A support or cowling is attached to the top of the housing to support a torso area of an operator and a seal is disposed between the cowling/support and the housing for sealing the interface therebetween and absorbing operator impacts with the support. A steering mechanism is connected to the personal watercraft system for allowing an operator to control the direction of travel of the personal watercraft system. The steering mechanism is located below the support for preventing inadvertent operator contact therewith. The system provides for greater operator comfort and enjoyment of operation of the personal watercraft.

Therefore, according to one aspect of the present invention, a personal watercraft having a body with a topside and a pickle fork shaped underside is disclosed. A cover is movably connected to the topside of the body and a plurality of floats are removably connected to the body. The personal watercraft includes a sleeve surrounding a water jet engine for cooling the water jet engine and a steering mechanism for directing a water jet.

According to another aspect of the present invention, a watercraft apparatus is disclosed, which includes a housing for enclosing an engine. The watercraft apparatus has a water jet for propelling the watercraft and a panel for supporting a chest area of an operator. The apparatus includes a gasket for sealingly attaching the panel to the housing and for allowing deflection of the panel relative to the housing.

According to another aspect of the present invention, a personal marine system having an enclosure for engaging a water surface is disclosed. The system includes an engine disposed in the enclosure and an engine for propelling the personal marine system. The system preferably includes a sleeve/membrane positionable between the engine and the enclosure for forming a water jacket about the engine.

According to another aspect of the present invention, the present invention is directed to a versatile and reduced profile watercraft power system that overcomes the aforementioned drawbacks. The personal watercraft power system includes a housing for supporting a water jet pump and engine system. The housing is constructed to support the power system and to removably engage a watercraft. An engine and a centrifugal pump are enclosed in the housing and operatively connected by an endless drive, such as a belt. A crankshaft of the engine is generally aligned and offset for a pump shaft of the centrifugal pump. An impeller is connected to the pump shaft and is constructed in rotate in plane generally aligned, and preferably offset, from a plane of a water surface. The orientation of the engine and the centrifugal pump provides a watercraft power system that has a reduced profile and is particularly applicable for watercraft constructed to support an operator in a prone position. The housing is constructed to removably engage a number of watercraft configurations and provides a watercraft power system that is easily serviceable, highly versatile and dynamic.

Therefore, according to another aspect of the invention, a watercraft power system having an engine, a centrifugal pump, and an endless drive is disclosed. A housing is constructed to removably engage a hull of a watercraft and is positioned about the engine and the centrifugal pump. The housing has a first opening for being positioned about an inlet of the centrifugal pump and a second opening for being positioned about a discharge of the centrifugal pump such that the power system can be operatively connected to a watercraft by simply positioning the housing in a hull of a watercraft.

Another aspect of the invention discloses a watercraft power pod having an engine, a pump, and an endless drive. The engine has a piston positioned in a cylinder and connected to a crankshaft. The pump has a centrifugal impeller connected to a pump shaft oriented generally parallel to, and offset from, the crankshaft. The endless drive connects the crankshaft to the pump shaft and is generally aligned and offset from a plane of rotation of the impeller. Such an orientation provides a compact, low-profile watercraft power system.

A further aspect of the invention discloses a removable watercraft power system having a centrifugal pump, an engine, and an endless drive. The pump includes an impeller that is generally aligned with a water surface and the engine includes a cylinder that is generally aligned with the impeller. The endless drive is connected between the engine and the centrifugal pump and is generally aligned and offset from the cylinder and the impeller. A pump shaft is connected to the impeller and the endless drive and extends in a crossing direction relative to the impeller. A crankshaft is connected to the engine and the endless drive and extends in a crossing direction relative to the cylinder and is offset from the pump shaft. Such a construction provides a watercraft power system that is configured to conveniently power a variety of watercraft configurations.

Another aspect of the invention is directed to development and management of engine driven products that overcomes one or more of the above mentioned drawbacks. An effect of the present invention is the ability to communicate such products directly to a consumer or end user without the involvement or establishment of a contract carrier, a dealership, or dealer network. A further aspect of the invention is to provide an engine driven apparatus that can be efficiently communicated between an original equipment manufacturer (OEM) and an end user. As understood herein, an engine driven apparatus, product, or device generally includes personal use vehicles and specifically engine driven recreational vehicles such as personal watercraft and wheeled products, such as two-wheeled products like dirt bikes, and four wheelers. Although specifically directed to engine driven devices, it is also appreciated that the present invention is equally applicable to other consumer products such as bicycles, lawnmowers, all terrain vehicles, exercise equipment, etc.

Another aspect of the invention is to provide an engine driven apparatus that is ruggedized and reliable, thereby decreasing down time and operating costs. Another aspect of the invention is to provide an apparatus that has one or more of the characteristics discussed above but which is relatively simple to manufacture and assemble using a minimum of equipment. A further aspect of the invention is to provide an engine driven apparatus that can be easily broken down into constituent parts that can be configured for transportation by a common carrier.

In accordance with another aspect of the invention, these advantages are achieved by a method of developing a product that includes conceiving a general idea of a desired product. A commercial distribution network is selected for disseminating the desired product. The general idea of the desired product is then altered to satisfy requirements of the commercial distribution network. Such a method develops a product that can be efficiently and expeditiously manufactured, distributed, and serviced by an original equipment manufacturer.

Another aspect of the invention discloses a method of providing an engine driven product. The method includes manufacturing of an engine driven product in accordance with receipt of an order from an end user of the engine driven product. Shipment of the engine driven product is scheduled to be shipped to the end user via a common carrier. The engine driven product is constructed for separation into a power component(s) and a frame component(s). The power component(s) and the frame component(s) are separately packaged into packages that satisfy shipping requirements of the common carrier. The separately packaged power and frame components are shipped directly to the end user via the common carrier. Such a method allows the original equipment manufacturer to avoid the cost and effort associated with maintaining a dedicated distribution system.

A further aspect of the invention discloses a method of managing a product that includes manufacturing an engineered engine driven recreational device. The engine driven recreational device is sold directly to a consumer. The engine driven recreational device is delivered directly from a manufacturer to the consumer and is serviced by personnel that are common to the manufacture of the engine driven recreation device. Such a system enables the personnel most intimate with a machine's manufacture to service the machine after sale.

The invention discloses a number of methods that have one or more of the characteristics discussed above but which is relatively simple to setup and operate. Such methods provide means for producing and managing product development, distribution, maintenance, and monitoring from inception to consumption of the device. That is, the original equipment manufacturer can efficiently monitor and maintain the product from cradle to grave. Furthermore, such methods facilitate the direct communication of goods and services between the manufacturer of the goods with the end user of the goods thereby allowing the original equipment manufacturer to control public interaction with the entity associated with the product.

These and other aspects of the present invention will be better appreciated and understood when considered in conjunction with the following description and the accompanying drawings. It should be understood, however, that the following description, while indicating preferred embodiments of the present invention, is given by way of illustration and not of limitation. Many changes and modifications may be made within the scope of the present invention without departing from the spirit thereof, and the invention includes all such modifications.

BRIEF DESCRIPTION OF THE DRAWINGS

A clear conception of the advantages and features constituting the present invention, and of the construction and operation of typical mechanisms provided with the present invention, will become more readily apparent by referring to the exemplary, and therefore non-limiting, embodiments illustrated in the drawings accompanying and forming a part of this specification, wherein like reference numerals designate the same elements in the several views, and in which:

FIG. 1 shows a perspective view of a personal watercraft according to the present invention.

FIG. 2 is an elevation view of a cross-section of the personal watercraft shown in FIG. 1.

FIG. 3 is an elevation view of a cross-section of the personal watercraft shown in FIG. 2 taken along line 3-3.

FIG. 4 is a perspective view of a strap assembly for use with the personal watercraft shown in FIG. 1.

FIG. 5 is a perspective view of the personal watercraft shown in FIG. 1 with the sponsons removed from the watercraft and the strap assembly attached thereto.

FIG. 6 is an elevation view of a personal watercraft power system according to another embodiment of the present invention.

FIG. 7 is an elevation view of the power system shown in FIG. 6 with the housing removed from the power system.

FIG. 8 is a top plan view of the power system shown in FIG. 7.

FIG. 8 a a cross-sectional elevation views of a jet pump portion of the power system shown in FIG. 8.

FIG. 9 is an elevation view of the power system shown in FIG. 7 from a side generally opposite the view shown in FIG. 7.

FIG. 9 a is a cross-sectional elevation view of an exhaust valve of the power system shown in FIG. 9.

FIGS. 10-13 c show a watercraft similar to the watercraft shown in FIG. 1 equipped with a power system similar to that shown in FIG. 6.

FIGS. 14-18 show the power system shown in FIG. 6 and various exemplary watercraft configurations achievable with the disclosed watercraft power system.

FIG. 19 illustrates a process of developing a product according to the present invention.

FIG. 20 illustrates a process of managing a product developed according to the process of FIG. 19.

FIG. 21 illustrates a prior art process of product development.

In describing the preferred embodiments of the invention that are illustrated in the drawings, specific terminology will be resorted to for the sake of clarity. However, it is not intended that the invention be limited to the specific terms so selected and it is to be understood that each specific term includes all technical equivalents that operate in a similar manner to accomplish a similar purpose. For example, the word connected or terms similar thereto are often used. They are not limited to direct connection but include connection through other elements where such connection is recognized as being equivalent by those skilled in the art.

For example, an engine driven product is discussed herein as an example of a product that is not transportable via common carrier due to package requirements imposed by the common carrier. That is, the weight and combustible fluids commonly associated with internal combustion engines generally requires that products so equipped be shipped via independent or contract carriers who have negotiated the risk associated with such products. Understandably, other products, whose end use configuration prohibits common carrier transportation, can be reconfigured and/or alternatively constructed to allow OEM management of the product directly with a consumer. Such alternative configurations and products are recognized as being equivalents of the claimed invention.

DESCRIPTION OF PREFERRED EMBODIMENTS

The present invention and the various features and advantageous details thereof are explained more fully with reference to the non-limiting embodiments described in detail in the following description.

1. System Overview

The above-mentioned requirements of operability and transportability are mutually contradicting and cannot be satisfied simultaneously in the case of conventional personal watercraft. However, it is rendered possible to simultaneously satisfy these requirements to a certain extent by employing a separable component hull in consideration of the fact that a user operates the personal watercraft in a prone position.

Personal watercraft systems and watercraft power systems are described herein. The personal watercraft systems preferably include a housing for supporting a water jet engine system. The housing preferably has a pickle fork shaped hull for operation enjoyment. A pair of sponsons is removably attachable to the housing to facilitate breakdown of the watercraft system assembly into more easily transportable components. The water jet engine system has a water jacket about the engine. A cowling with a support is attached to the housing to support a torso area of an operator. A seal is disposed between the cowling and the housing for sealing the interface therebetween and absorbing impacts. A steering mechanism is connected to the personal watercraft system for allowing an operator to control the personal watercraft systems direction of travel. The steering mechanism is located below the hull and cowling for preventing inadvertent operator contact therewith. The systems provide advantages in greater operator comfort and enjoyment from operation of personal watercraft.

The personal watercraft power systems include a housing for supporting a water jet pump and engine system. The housing is constructed to support the power system and removably engage a watercraft. An engine and a centrifugal pump are enclosed in the housing and operatively connected by an endless drive, such as a belt. A crankshaft of the engine is generally aligned and offset for a pump shaft of the centrifugal pump. An impeller is connected to the pump shaft and is constructed in rotate in plane generally aligned, and preferably offset, from a plane of a water surface. The orientation of the engine and the centrifugal pump provides a watercraft power system that has a reduced profile and is particularly applicable for watercraft constructed to support an operator in a prone position. The housing is constructed to removably engage a number of watercraft configurations and provides a watercraft power system that is easily serviceable, highly versatile and dynamic.

Therefore, one embodiment of the present invention includes a personal watercraft having a body with a topside and a pickle fork shaped underside. A cover or cowling is movably connected to the topside of the body and a plurality of floats is removably connected to the body. The personal watercraft includes a sleeve/membrane surrounding a water jet engine for cooling the water jet engine and a steering mechanism for directing a water jet.

A further embodiment of the invention includes a watercraft apparatus that has a housing for enclosing an engine. The watercraft apparatus has a water jet for propelling the watercraft and a panel for supporting a chest area of an operator. The apparatus includes a gasket for sealingly attaching the panel to the housing and for allowing deflection of the panel relative to the housing.

Another embodiment of the invention includes a personal marine system having an enclosure for engaging a water surface is disclosed. The system includes an engine disposed in the enclosure and a water jet powered by the engine for propelling the personal marine system. The system includes a sleeve positionable between the engine and the enclosure for forming a water jacket about the engine.

Another embodiment of the invention includes a watercraft power system having an engine, a centrifugal pump having an inlet and a discharge, and an endless drive for operatively connecting the centrifugal pump to the engine. A housing is constructed for removably engaging a hull of a watercraft and positioned about the engine and the centrifugal pump. The housing has a first opening for being positioned about the inlet and a second opening for being positioned about the discharge such that the power system can be operatively connected to a watercraft by simply positioning the housing in a hull of a watercraft.

Another embodiment of the invention includes a watercraft power pod having an engine, a pump, and an endless drive. The engine has a piston positioned in a cylinder and connected to a crankshaft. The pump has a centrifugal impeller connected to a pump shaft oriented generally parallel to, and offset from, the crankshaft. The endless drive connects the crankshaft to the pump shaft and is generally aligned and offset from a plane of rotation of the impeller. Such an orientation provides a compact, low-profile watercraft power system.

A further embodiment of the invention includes a removable watercraft power system having a centrifugal pump, an engine, and an endless drive. The pump includes an impeller that is generally aligned with a water surface and the engine includes a cylinder that is generally aligned with the impeller. The endless drive is connected between the engine and the centrifugal pump and is generally aligned and offset from the cylinder and the impeller. A pump shaft is connected to the impeller and the endless drive and extends in a crossing direction relative to the impeller. A crankshaft is connected to the engine and the endless drive and extends in a crossing direction relative to the cylinder and is offset from the pump shaft. Such a construction provides a watercraft power system that snuggly fits within a number of watercraft configurations.

A further embodiment of the invention discloses a method of developing a product according to one embodiment that includes conceiving a general idea of a desired product. A commercial distribution network is selected for disseminating the desired product. The general idea of the desired product is altered to satisfy requirements of the commercial distribution network.

Another embodiment includes a method of providing an engine driven product. The method includes manufacturing of an engine driven product in accordance with receipt of an order from an end user of the engine driven product. The engine driven product is scheduled to be shipped to the end user via a common carrier. The engine driven product is constructed for separation into a power component(s) and a frame component(s). The power component(s) and the frame component(s) are separately packaged into packages that satisfy shipping requirements of the common carrier. The separately packaged power and frame components are shipped directly to the end user via the common carrier.

A method of managing a product according to a further embodiment includes manufacturing an engineered engine driven recreational device. The engine driven recreational device is sold directly to a consumer. The engine driven recreational device is delivered directly from a manufacturer to the consumer and is serviced by personnel that are common to the manufacture of the engine driven recreation device.

In sum, the inventive method is beneficial because it involves equipment specifically designed to be easy to package and ship to the end-user. The end user can then assemble and use with minor adjustments such as the addition of oil, gas, and battery power. This equipment is also easy to disassemble so that it may be packed and shipped back to the OEM for maintenance or repair. It is also then easy for the consumer to reassemble it once it is received back from the OEM.

An additional benefit from using the inventive method is that the OEM can increase its profit margin substantially because it has eliminated the middleman, i.e., the dealership. Alternatively, the OEM can reduce the price of the product because there is no dealer middleman. Of course, the OEM could do both reduce price and increase profit relative to OEMs that are forced to work with dealerships.

2. Detailed Description of Preferred Embodiments

FIG. 1 shows a watercraft apparatus, preferably a personal marine system, such as a personal watercraft 10 according to the present invention. Personal watercraft 10 includes a body, for example, a housing, enclosure, or hull assembly 12 constructed to allow flotation and planning of personal watercraft 10 upon a water surface. Hull assembly 12 includes a plane, e.g., surface or topside 14 having a panel, such as a cover or cowling 16 including a preferably padded seat 17 pivotably connected thereto. Seat 17 is constructed and configured to engage a torso, e.g., an operator torso or a chest area during operation of the personal watercraft 10. A bottom surface or bottom side 18 of body or hull assembly 12 is constructed to engage a water surface such that, during operation of personal watercraft 10, a bottom side 18 of personal watercraft 10 planes across a surface of the operating environment, e.g., a lake.

At least one float or sponson 20, 22 is removably attached to hull assembly 12. Preferably, a pair of sponsons 20, 22 form a first protrusion 24 and a second protrusion 26 on bottom side 18 of personal watercraft 10. As such, sponsons 20, 22 cooperatively form a unique shape 28 of bottom side 18. Preferably, this shape forms a generally V-shaped or a “pickle fork” shaped underside 23 of hull assembly 12. Sponsons 20, 22 are watertight and adjust the buoyancy of personal watercraft 10. Sponsons 20, 22 are preferably constructed with a lightweight waterproof construction to resist impact deterioration and water penetration thereof Preferably, sponsons 20, 22 and hull assembly 12 are constructed of a thermoformed ABS sheet material with weatherable cap, thereby providing a lightweight and robust construction. A flotation foam is disposed within the thermoformed ABS material of sponsons 20, 22, thereby providing a lightweight sponson construction that is sufficiently rigid to withstand impacts thereof. Furthermore, pickle fork shape 28 provides user control and operation of personal watercraft 10 that is foreign to known personal watercraft. Furthermore, protrusions 24, 26 reduce operator impact associated with operation over rough water, such as wakes and/or waves. Pickle fork shape 28 formed by removable sponsons 20, 22 stabilizes operation of the personal watercraft 10 and provides a unique personal watercraft experience.

Seat 17 is preferably formed from a closed foam 30, which provides a first suspension feature 32 of the present invention. That is, seat 17 is constructed to absorb some of the impact associated with operator separation therefrom. Seat 17 is elevated a variable distance 34 above an upper surface 36 of sponsons 20, 22. A pad 38 is attached to upper surface 36 of each sponson 20, 22 and is configured to engage an operator's knees and shins or elbows and forearms providing for variable prone operator orientations.

A maneuvering system or steering mechanism 40 passes through hull assembly 12 proximate a forward portion 42 thereof A control, e.g., a handle, or handlebar 44 is connected to personal watercraft 10 within distance 34 between topside 14 of hull assembly 12 and upper surface 36 of sponsons 20, 22. Handlebar 44 is offset from topside 14 of hull assembly 12. A throttle control 46 is preferably connected to handlebar 44 and is constructed to control an operating speed of an engine of personal watercraft 10. Rotation of handlebar 44 about a pivot 48 controls a direction of discharge of water from a water jet pump of personal watercraft 10 and thereby controls the direction of travel of personal watercraft 10 similar to a motorcycle and/or bicycle steering control. An operator can comfortably rest his or her chest upon seat 17 with their arms extended forward over sponsons 20, 22 and engaged with steering mechanism 40. As such, an operator can non-strenuously control the speed and direction of the operation of personal watercraft 10.

An optional pendant 50 is connected to personal watercraft 10 and extends above topside 14 thereof. A flag 52 is attached proximate an end 54 of optional pendant 50, thereby enhancing the visibility of personal watercraft 10 when operated upon a water surface. Hull assembly 12 also includes an optional storage compartment 56 pivotably connected thereto. Optional storage compartment 56 is pivotably connected to the hull assembly such that users thereof can conveniently store other recreational accessories, such as sunglasses and/or sunscreen. Storage compartment 56 is also constructed to retain an optional strap that is further discussed with respect to FIG. 4. Storage compartment 56 sealingly engages hull assembly 12 such that items stored therein remain dry during operational use of personal watercraft 10. Alternatively, it is appreciated that storage compartment 56 be formed in one or both of sponsons 20, 22.

FIG. 2 shows a cross-section of personal watercraft 10 exposing an engine compartment 58 formed by hull assembly 12. An engine 60 is disposed within engine compartment 58 and a plurality of engine mounts 62, 64 secure engine 60 thereto. Engine 60 includes a crankcase 66 having a crankshaft 68 that extends therefrom and is operably connected to a water jet pump that is described further with respect to FIG. 3. Preferably, engine 60 is a two-cycle engine, although other engine configurations, such as a four-cycle engine, would perform equally as well. Understandably, modification to the engine will affect the weight, and therefore the transportability, of personal watercraft 10. A fluid reservoir 70 includes a fill neck 72, which sealingly passes through hull assembly 12, thereby allowing an operator to fill fluid reservoir 70 without removing any components of personal watercraft 10 other than a reservoir cap 74.

Understandably, depending on the configuration of engine 60, fluid reservoir 70 is configured to contain oil, fuel, or an oil/fuel mixture. Where fluid reservoir 70 contains one of oil or fuel, an additional fluid reservoir is provided for the alternate fluid. Understandably, if fluid reservoir 70 is constructed to contain fuel, engine 60 can be constructed to include an oil reservoir within crankcase 66 or, alternatively, the additional fluid reservoir previously disclosed can be provided. Preferably, personal watercraft 10 includes separate and removable engine fluid reservoirs as shown in FIG. 3. Still referring to FIG. 2, engine 60 is fluidly connected to an expansion chamber 76, which communicates combustion byproducts from engine 60 to atmosphere. A spark plug 78 is connected to an ignition control system 80, which is connected to a battery 82. Such a configuration facilitates electronic starting of engine 60. Alternatively, personal watercraft 10 could be equipped with a pull start.

A sleeve 84 snugly surrounds engine 60, and is constructed to have cooling water passed therebetween forming a watertight area or a water jacket 86 about engine 60. Preferably, sleeve 84 is lightweight and pliable, thereby allowing the weight of engine 60 to be reduced by removing the cooling function structure commonly associated therewith. More preferably, sleeve 84 is formed of a thermoplastic material formed around engine 60. Commonly such engines include a water jacket that is integrally formed in the engine or a plurality of fins that extend from the engine and are constructed to dissipate operational heat therefrom. Although such constructions provide a relatively robust engine, such constructions also substantially increase the weight of the watercraft. Referring back to FIG. 2, cooling water is circulated through water jacket 86 from an operating environment and returned thereto, thereby allowing the cooling fluid to be removed from personal watercraft 10 during non-operation. That is, engine 60 is constructed without integral cooling fins or a closed loop cooling system thereby providing a comparatively lightweight engine powered water jet powered personal watercraft. Understandably, the spacing between engine 60 and sleeve 84 is determined to provide adequate water-cooling of engine 60 without requiring excessive water flow through personal watercraft 10.

A securing means or pin 88, 90 is secured to each of sponsons 20, 22 and is removably engaged with personal watercraft 10. The head portion 92 of each pin 88, 90 passes through an opening 94 formed in hull assembly 12, extends into engine compartment 58, and is secured thereat. Understandably, any of the nut, hole and roll or cotter pin, or associated threaded engagement removably secures pins 88, 90 to hull assembly 12. Preferably, pins 88, 90 are toollessly attached and removed from personal watercraft 10. Head portions 92 extend through hull assembly 12 fore or aft of engine mounts 62, 64 such that an operator can conveniently and expeditiously remove sponsons 20, 22 from personal watercraft 10 when so desired.

Proximate topside 14 of personal watercraft 10, a deflector, e.g., gasket or seal 96 is disposed between seat 17 and cowling 16 and hull assembly 12. This seals a joint 97 therebetween. Seal 96 is deformable and/or deflectable such that, during operation of personal watercraft 10, seat 17 deflects in a direction, indicated by arrow 98, responsive to operator impacts therewith. Another deflector, e.g., seal 100 engages sponsons 20, 22 and functions substantially similar to seal 96. That is, seal 100 both seals the connection between hull assembly 12 and sponsons 20, 22 and absorbs a portion of the shock associated with operator impact with seat 17. Accordingly, in conjunction with first suspension feature 32, seals 96, 100 of personal watercraft 10 are constructed to provide a second suspension feature 101 for further reducing any operational impacts that may be communicated to an operator.

FIG. 3 shows a cross-section of personal watercraft 10 taken along line 3-3 shown in FIG. 2. A water jet engine or engine powered water jet 99 is connected to hull assembly 12. Personal watercraft 10 includes a water jet, e.g., a jet pump assembly 102 having a shaft 104 and an impeller 106 connected to the shaft. Shaft 104 extends through a wall 108 of a tunnel 110 of jet pump assembly or barrel 102. Preferably, shaft 104 and impeller 106 are formed of a fiber glass, a fiber wrapped, or a molded plastic material. An end 112 of shaft 104 is operatively connected to crankshaft 68 of engine 60. During rotation of impeller 106, water is drawn through a grate 114 positioned over an inlet 116 of tunnel 110. Grate 114 prevents debris or other materials from entering tunnel 110 and interfering with the operation of impeller 106. Water is drawn through inlet 116 by impeller 106, passes through a venturi section 118 of jet pump assembly 102, and into and through a steerable nozzle 120 that is pivotably connected to jet pump assembly 102. Nozzle 120 is operatively connected to steering mechanism 40 such that operator manipulation of handlebar 44 results in movement of steerable nozzle 120, to direct the direction of a water jet or discharge, indicated by arrow 122, from nozzle 120. The direction of discharge 122 controls the direction of travel of the personal watercraft 10. Accordingly, an operator positioned upon seat 17 can easily and efficiently control the direction and speed of travel of personal watercraft 10 via manipulation of handlebar 44 and throttle control 46.

An oil tank or oil reservoir 124 is disposed within hull assembly 12 and includes a fill neck 126, which extends therethrough. A gas or fuel tank 128 is also disposed within housing or hull assembly 12, and also includes a fill neck 130 that extends therethrough. Oil reservoir 124 and fuel tank 128 each include a level indicator 132, 134, respectively, such as a sight tube, to indicate the fluid level contained therein. Additionally, it is further understood that hull assembly 12 includes an optional transparent portion (not shown) such that the level of oil reservoir 124 and fuel tank 128 can be assessed without disassembly or movement of any components of personal watercraft 10. Oil reservoir 124 and fuel tank 128 are operatively connected to engine 60 via a mixing valve assembly 136. Understandably, for those engine constructions wherein engine oil is contained within a reservoir of crankcase 66, mixing of engine oil with fuel is unnecessary. Mixing valve assembly 136 fluidly isolates oil reservoir 124, fuel tank 128, and engine 60 when valve assembly 136 is oriented in a “closed” position. Such a construction allows oil reservoir 124 and fuel tank 128 to be removed from personal watercraft 10 without emptying the reservoir and tank via separation of connection line 138. Accordingly, for servicing of personal watercraft 10, sponsons 20 and 22 along with the cowling 16 and seat 17 can be removed from the body or power pod 12, as well as oil reservoir 124 and fuel tank 128, thereby providing a comparatively lightweight subassembly, which can be conveniently shipped for servicing thereof.

Proximate the venturi section 118 of jet pump assembly 102; a fluid line 140 fluidly connects a water flow through jet pump assembly 102 with water jacket 86. Alternatively, an optional pump 142 could be connected to fluid line 140 and constructed to extend through body or hull assembly 12, thereby fluidly connecting with the water jacket 86 of the operating environment. Accordingly, during non-operation of the personal watercraft 10, the engine cooling fluid is completely removed from personal watercraft 10, thereby reducing the non-operating transportation weight of personal watercraft 10.

3. In Use and Operation

Due to the compact construction of personal watercraft 10, the removable nature of sponsons 20, 22, and drainable engine cooling system, personal watercraft 10 is envisioned to be easily and conveniently transported by a single operator. That is, personal watercraft 10 preferably weighs less than approximately 80 pounds, and can be easily transported by a single operator. Furthermore, the removal of oil reservoir 124, fuel tank 128, cowling 16, and seat 17 facilitates even further weight reduction of the transportable portions of personal watercraft 10. That is, where an operator is incapable of individually transporting the approximately 80-pound assembly, the oil reservoir and the fuel tank can be removed therefrom and transported via a second user. The removable nature of the engine fluid containers also facilitates convenient shipping of personal watercraft 10 for remote servicing or more than portage transportation of personal watercraft 10.

As shown in FIG. 4, the present invention includes an optional removable strap 144 constructed to engage personal watercraft 10. Strap 144 has a first end 146 with a loop 148 formed thereat and a second end 150 having a separable loop 152 formed thereat. A snap clip assembly 154 separates loop 152 such that it can be positioned around handlebar 44 of personal watercraft 10. Loop 148 is constructed to slidably engage nozzle 120. A pair of shoulder straps 156, 158 extend between loop 148 and separable loop 152 and are constructed to engage an operator's shoulders such that, during non-operation of personal watercraft 10, an operator can simply transport the personal watercraft 10 in a backpack-type manner. Alternatively, it is also envisioned that sponsons 20, 22 or hull assembly 12 be equipped with associated wheel assemblies at an aft portion thereof such that an operator can simply transport the personal watercraft 10 in a manner substantially similar to rollable luggage.

As shown in FIG. 5, strap 144 facilitates expedient and efficient transportation of personal watercraft 10. First end 146 of strap 144 is positioned about nozzle 120 of water jet 99. Shoulder straps 156, 158 extend therefrom and are constructed to engage an operator 160. Second end 150 of strap 144 removably engages handlebar 44 via snap clip assembly 154. As shown in FIG. 5, the sponsons have been removed from personal watercraft 10, thereby reducing the load operator 160 is required to transport. Understandably, other operators may be able to transport personal watercraft 10 with the sponsons connected thereto.

In one embodiment, the hull assembly 12 may be made from a frame that is preferably constructed of hollow tubes formed in triangular configurations. The tubes are preferably made of aluminum, titanium, or some other rigid, strong and lightweight material. Such a tubular space frame is known in the Formula One racecar arena as well as in the construction of Bucatti motorcycles. Instead of a tubular frame, the frame may be made out of a honeycomb material. The frame may be also covered or skinned with fiberglass, rolled aluminum, or some other strong and lightweight material. In one embodiment, the tubular frame may actually protrude out from the skin and be visible to the eye.

In another embodiment, the water jet may include a barrel that encompasses the pump. The barrel may be inside the hull assembly or mounted under the space frame to the outside bottom portion of the space frame so that it is not actually inside the hull. Such a barrel may be mounted with fastening straps or bands directly to the hull assembly.

4. Alternative Embodiment

FIGS. 6-9 show an alternative embodiment of the invention. As shown in FIG. 6, a watercraft power pod or power system 200 includes a body or housing 202 constructed to enclose the propulsion generating components or systems of a watercraft. Understandably, watercraft constructed for use with power system 200 could have any of a number of forms including a prone position watercraft such as watercraft 10, other personal watercraft such as those constructed to support an operator in a seated or standing position, or other watercraft such as inflatable or solid form rafts, etc. As such power system 200 provides a highly versatile watercraft power system.

Housing 202 is preferably constructed to removably engage a housing or hull 203 of a watercraft such that the propulsion generating system can be removed from the watercraft while contained in housing 202. A bottom surface 205 of housing 202 is constructed to be generally aligned with the planning surface of hull 203 thereby providing a relatively continuous planning surface of a watercraft equipped with power system 200.

Power system 200 includes an engine 204 and a propulsion means or pump such as a centrifugal pump assembly 206. Engine 204 includes a block 208 having a head 210 connected thereto. A crankcase 212 is connected to block 208 generally opposite head 210. A crankshaft 214 extends from crankcase 212 and has a pulley 216 connected thereto such that operation of engine 204 rotates crankshaft 214 and pulley 216. An endless drive, such as a belt 218 extends between pulley 216 and a pump pulley 220 operatively connected to a pump shaft 222. Pump shaft 222 is connected to a centrifugal impeller (264 shown in FIG. 8) generally disposed between an inlet 224 and an outlet, discharge, or discharge nozzle 226 of pump assembly 206.

A first opening 228 is formed through housing 202 proximate inlet 224 such that housing 202 is sealingly connected about inlet 224. A screen or weed grate 230 is positioned over inlet 224 and is constructed to prevent the passage of weeds or other debris into inlet 224 of pump assembly 206. An optional channel 207 can be formed in bottom surface 205 of housing 202 to assist in the directing of water passing over bottom surface 205 to inlet 224. A second opening 232 is formed in housing 202 proximate discharge nozzle 226 and is sealingly connected thereabout. First opening 228 and second opening 232 are constructed to sealingly engage pump assembly 206 so that water from the operating environment cannot enter the cavity between housing 202 and engine 204 and pump assembly 206 from between the engagement of housing 202 and pump assembly 206. Housing 202 may also include an optional cover 233 sealingly connected to housing 202 and constructed to allow operator access to engine 204 and pump assembly 206.

A number of passages 234, 236, 238 are formed through housing 202 and are constructed to operatively connect power system 200 to fluid sources and control systems of a watercraft. That is, passages 234, 236, 238 are constructed to for example fluidly connect engine 204, via a number of connection lines 235, 237, 239 with an oil system, such as oil reservoir 124, a fuel tank, such as fuel tank 128, and a combustion gas source, such as atmosphere. It is appreciated that these connection lines can be any of a number of connection conduits including for example rigid pipes or flexible hoses and that the connection lines include a quick coupler constructed to allow tool-less connection of power system 200 to a watercraft and the control and fluid systems supported thereon. It is further appreciated that the number of connection lines may vary depending on the construction of the engine.

If engine 204 is a two-cycle engine, oil may be mixed with gas prior to delivery of the mixture to the engine. Alternatively, oil and fuel may be separately delivered to the engine and mixed thereat or proximate thereto. If engine 204 is a four cycle engine, no oil may be required to be communicated to the engine 204 through housing 202. It is appreciated that each of these engine types and configuration have their own respective advantages and engine 204 may be provided in any of these configuration depending upon a user's preference. Regardless of which engine configuration is selected, housing 202 is constructed to sealingly enclose engine 204 and pump assembly 206 such that the combined engine and pump assembly can be removed from a watercraft, such as watercraft 10, or from a hull of a watercraft. It is appreciated that any fluids required for operation of engine 204, regardless of the operational nature of the engine, be communicated to the engine via the appropriate size and number of connection lines 235, 237, 239. It is also appreciated that other connections may be required between housing 202 and a watercraft equipped therewith. For example, throttle controls, including associated wires and cables, whether mechanical or electrical, may be communicated through housing 202 to allow remote operation and control of the operation of engine 204 and pump assembly 206.

It is further appreciated that the shape of housing 202 shown in FIG. 6 is merely exemplary and other housing shapes are envisioned. That is, housing 202 is envisioned to be constructed to be removably secured to a watercraft and constructed such that power system 200 powers the watercraft when the power system is connected thereto.

Referring to FIG. 7, power system 200 is shown removed from housing 202. Power system 200 includes a first gasket assembly 240 positioned proximate inlet 224 of pump assembly 206. Gasket assembly 240 is constructed to sealingly connect housing 202 about inlet 224. Another gasket assembly 242 is positioned proximate nozzle 226 and is constructed to sealingly engage housing 202. Such a configuration isolates the interior of housing 202 from the operating environment thereby reducing the potential of water from the operating environment infiltrating housing 202.

An axis 244 of crankshaft 214 is generally perpendicular to an axis 246 of an engine cylinder of engine 204. Understandably, it is appreciated that preferably a piston is positioned in the engine cylinder and that engine 204 may include one or more such piston and cylinder associations. An axis 248 of pump shaft 222 is oriented generally parallel to crankshaft axis 244. Such a configuration generally aligns crankshaft pulley 216 and pump pulley 220 such that belt 218 is operationally supported therebetween. Engine cylinder axis 246 is generally aligned with a watercraft propulsion direction, indicated by arrow 254, or a water planning surface, whereas crankshaft 214 and pump shaft 222 are oriented in generally crossing directions with propulsion direction 254. Such a construction allows power system 200 to maintain a relatively low profile with respect to a planning elevation of a watercraft equipped with power system 200.

Referring now to FIGS. 8 and 8 a, belt 218 operatively extends between crankshaft pulley 216 and pump pulley 220. A tensioner 252 is positioned in a space 255, generally between crankshaft pulley 216 and pump pulley 220. Tensioner 252 is constructed to adjustably engage belt 218 to provide a desired tension to the belt 218. Such a construction ensures efficient communication of engine power to pump assembly 206 and provides a cost effective replaceable component in the event of obstruction enters inlet 224 which would interfere with the operation of a centrifugal impeller 264 of pump assembly 206. Although it is desired to precisely align crankshaft pulley 216 and pump pulley 220 for operative engagement with belt 218, belt 218 will tolerate a less than exact alignment of pulleys 216, 220. Furthermore, the flexible nature of belt 218 allows engine 204 and pump assembly 206 to be operatively coupled throughout 360 degrees of rotation of engine 204 relative to pump assembly 206. Such an orientation further enhances the versatile nature of power system 200. It is further appreciated that as disclosed herein, pump assembly 206 is centrifugal in nature in that, during operation of impeller 264, the discharge of the impeller acts in a direction away from a center axis of the impeller. A compact and efficient watercraft according to the present invention could utilize a centripetal-based pump, or a pump configured to direct a propulsion stream toward a center axis of the pump. Such a configuration would orient a water inlet at a periphery of the impeller rotation and a discharge more aligned with an axis of rotation of the impeller. Accordingly, power system 200 is operable with both centripetal and centrifugal type pump assemblies.

Pump assembly 206 includes a pump housing 260 having a fluid path 262 formed therein. Centrifugal impeller 264 is operatively connected to pump shaft 222 and disposed in fluid path 262. Operation of engine 204 rotates crankshaft pulley 216 which drives belt 218 and pump pulley 220. Rotation of pump pulley 220 rotates centrifugal impeller 264 within fluid path 262 and directs a propulsion discharge, indicated by arrow 266, which is directed through nozzle 226. Translation of nozzle 226 in directions, indicated by arrow 268 about a pivot pin 270 provides a lateral or directional thrust to a watercraft equipped with power system 200. It is further appreciated that pump assembly 206 be provided with a dump bucket to provide reverse propulsion to a watercraft equipped therewith. Understandably, such an option may not be required on all watercraft types, such as watercraft 10, where the weight of the watercraft allows convenient and non-strained movement of the watercraft. Furthermore, as compared to an axial flow pump commonly employed in personal watercraft power systems, centrifugal impeller 264 enhances the profile of power system 200 such that the power system is particularly useful for watercraft constructed to support an operator in a prone position, such as watercraft 10. The orientation of power system 200 further provides an inboard power system with a center of gravity that is closer to a water surface and positionable closer to a bow of a watercraft than many personal watercraft and most outboard power equipped watercraft.

As shown in FIG. 9, engine 204 includes an air intake 272 having a snorkel 274 and an adjustable throttle 276. Snorkel 274 prevents intake 272 from drawing water which may be present between housing 202 and engine 204 into the combustion system of engine 204. Throttle 276 allows engine 204 to operate at variable speeds to provide variable speed operation of a watercraft equipped with power system 200. An exhaust manifold 278 is connected to engine 204 and is constructed to communicate engine exhaust gases through housing 202 to an operating environment. A valve 280 is disposed in the exhaust flow path and is constructed to limit water penetration into the watercraft via the exhaust system.

As shown in FIG. 9 a, valve 280 includes a movable seal member 282 that is biased to a closed position by a spring 284. A body 286 of valve 280 includes a seat 288 formed on an interior surface 290 thereof. Spring 284 biases seal member 282 against seat 288 of interior surface 290 to fluidly isolate an engine side 292 of valve 280 from an atmosphere side 294 of valve 280. During operation of engine 204, as exhaust pressure overcomes the back pressure associated with spring 284 and atmospheric pressure, seal member 282 moves away from seat 288 and allows engine exhaust to vent to atmosphere. Such a construction allows accurate calibration of the engine exhaust back pressure as well as reducing the penetration of operating environment water into power system 200. It is appreciated that the exhaust gas may be discharged above or below a water surface. As stated above with respect to FIG. 7, although engine 204 is shown as a carburetion control engine having an adjustable throttle, it is appreciated that engine 204 can be configured to operate according to an electronic fuel injection paradigm for those watercraft equipped with such systems. It is further appreciated that engine 204 can be configured as either a two-cycle or a four-cycle engine as determined by user preference and/or watercraft performance requirements.

As previously discussed with respect to FIG. 7, the generally horizontal orientation of engine 204 in addition to the centrifugal operating nature of pump assembly 206, power system 200 provides a watercraft power system having a relatively shallow draft construction. FIGS. 10-13 show an exemplary incorporation of power system 200 into a watercraft 400. As shown in FIGS. 12 and 13 a-c, a pair of removable sponsons 402 is constructed to removably engage a housing 404 of watercraft 400 via a number of connections 406. Connections 406 having a generally dove-tailed shape to allow sponsons 402 to be efficiently removed from housing 404 of watercraft 400.

An optional handle 407 and wheel assembly 408 are connectable to watercraft 400 to assist in the simply and efficient transportation of watercraft 400 when removed from a water operating environment. A removable pin 409 secures wheel assembly 408 to watercraft 400 such that the wheels can quickly and easily be removed from the watercraft when portage is not required. FIG. 13 c shows an exploded view of the assembly of watercraft 400 with handle 407 and wheel assembly 408 removed from housing 404 of watercraft 400.

FIG. 14 shows power system 200 removed from a watercraft and FIGS. 15-18 show various watercraft configurations that can be achieved with power system 200. FIG. 15 shows a personal watercraft 410 generally similar to watercraft 10, FIG. 16 shows a watercraft 412 having a stand-up operating orientation, FIG. 17 shows a multi-person watercraft 414 such as an inflatable raft or the like, and FIG. 18 shows a watercraft 416 having a kayak configuration. Although, power system 200 is particularly applicable for use with those watercraft, such as watercraft 10, constructed to support an operator in a prone position, as housing 202 provides a movable container for power system 200, power system 200 can be quickly and efficiently exchanged between watercraft regardless of the specific construction or type of the watercraft. Such a construction provides a versatile, robust and compact watercraft power system.

FIGS. 19-20 show a product development system 500 and a product management system 600 associated with the development and management of engine powered systems such as those shown in FIGS. 1-18. The systems include features that are not necessarily mutually exclusive and that are configured to facilitate development and management of a product between an OEM and a consumer without intermediary participants.

Referring to FIG. 19, product development system 500 begins with a general idea of a desired product or general product conception 502. Product conception 502 generally includes considerations of consumers' wants, needs, and desires as well as manufacturing capabilities and abilities. For engine driven devices, and particularly engine driven recreation devices, product conception 502 generally includes consideration of engine system types and components, frame systems, and control systems and/or other operating/subsystem assemblies associated with the production of engine driven devices. The product configuration and construction is assessed (504) to ensure manufacturing capabilities and abilities. Having generalized the product configuration and construction (504), product development process 500 assesses available product distribution modalities (506). That is, process 500 selects a commercial distribution network desired to communicate, transport, deliver, or otherwise disseminate the desired product. The available distribution modalities (506) are reviewed and assessed to determine (508) whether a direct OEM to user product stream can be supported. Preferably, the review and assessment of the distribution modalities includes consideration of carrier acceptable parcel size, parcel weight, and parcel shape.

If product development system 500 does not support a direct OEM-user product stream (508), the development system 500 returns (510) to reassess the product distribution modalities (506). Once an OEM-user product stream is developed (512), product development system 500 determines whether the product configuration and/or construction (504) is common carrier compliant (514). That is, product development system (500) checks that the product configuration and construction (504) produces a product, or collection of assemblies, which form a product that satisfy common carrier parcel requirements. In other words, the commercial distribution network specifies a type of product and parcel configuration that is transportable. For example, product development system (500) ensures that the size, weight, configuration, packaging, and composition are compliant with common carrier parcel delivery protocols. Commonly, these protocols include specification on the types of products that can be transported via common carrier, the sealed containment of any fluids or fluid containing systems, and the weight and shape of individual parcels such that they can be handled by a single individual. Preferably, each of the parcels associated with a desired product do not exceed a weight of approximately 150 pounds or 70 kg, a length of 108 inches or 2.70 meters, have a combined length of girth of approximately 165 inches or 4.19 meters, a width of approximately 35 inches or 0.889 meters, or a height of approximately 24 inches or 0.610 meters. Preferably, each parcel does not weight more than approximately 70 pounds or 31.5 kg, has a length that is approximately 62 inches or 1.575 meters, a width that is approximately 27 inches or 0.686 meters, and a height of approximately 18 inches or 0.457 meters. Understandably, a total number of parcels associated with any given product will depend, at least in part, on the cumulative shape and size of the desired product as well as the desired dimensions of the individualized parcels.

In the event that product configuration and construction (504) is not common carrier parcel compliant (516), product development system (500) returns to assessment of the product configuration and construction (504). The return to product configuration and construction (504) necessarily requires the reconfiguration or reconstruction of product assemblies or subassemblies. Preferably, product configuration and construction (504) includes configuring the desired product to be broken down into a number of constituent parts such that the individual constituent parts can be individually packaged or otherwise configured to satisfy the common carrier parcel compliance (514). Such a protocol may alter the general idea of the desired product to satisfy requirements of the commercial distribution network. That is, the desired product may be configured to be broken down into a number of constituent parts, which may include one or more of an engine system, a frame system, and a control system.

Once product configuration and construction (504) has satisfied the common carrier parcel compliance (518), product development system (500) allows the OEM to proceed to product production (520) and produce a product which can then be shipped directly from the OEM to a consumer via a common carrier (522). Such a configuration also allows the desired product to be returned directly to the manufacturer or OEM from an end user via the same commercial common carrier distribution network. That is, the engine driven device, or systems thereof, can be isolated and segregated by the end user and returned directly to the OEM for servicing or other repair. Accordingly, product development system (500) is configured such that the desired product is maintained by an OEM for the life of the desired product from cradle to grave.

The cradle to grave OEM management of a developed product is shown in FIG. 20. The desired product is configured to be maintained by an original equipment manufacturer for the entire life of the desired product. Product management system 600 is particularly suited for providing an engine driven product and begins with the acquisition of customer order (602). Order acquisition (602) could be configured to be acquired by any of a number of modalities, e.g., including telephone, regular postal mail, e-mail, or in Internet-based order portals. For those OEMs that manufacture engine driven products, system 600 allows the OEM to receive an order directly from an end user of the engine driven product. For such engine-powered device OEMs, customer order (602) generally includes scheduling shipping of the engine driven product to the end user or customer via a common carrier. The OEM acquires, assembles, or otherwise manufacturers the components necessary for product production (604) based on customer order (602). Product management system (600) includes products that may require constructing the engine driven product for separation or segregation into a power component(s) and a frame or hull component(s). The separated components are then separately packaged into packages that satisfy shipping requirements of the common carrier (608). Accordingly, the product produced is generally associated with common carrier compliant packaging requirements (608). The appropriately packaged product can then be shipped to a customer or end user directly from the OEM (610).

Upon receipt of the product, customer assembly (612) of the constituent parts or assemblies is required for customer use (614) and enjoyment of the product. Consumer use and enjoyment of the product is generally continuous (618) until the occurrence of a warranty issue or requirement for other repair or maintenance (616). Upon such an occurrence (620), the product configuration and construction allows for customer disassembly (622), customer repackaging of the relevant product portions with the common carrier compliant packaging (624), and return of the product to the OEM (626) via a common carrier. That is, the desired product is configured to be returned directly to a manufacturer from an end user via the commercial distribution network. Upon receipt of the customer device, the OEM performs the necessary or requested repair (628) and may optionally collect additional information with respect to product performance, use, and consumption. Having completed the requested service or repair (632), the OEM returns the repaired portions of the product to the customer (630) via the common carrier distribution stream for continued consumer use. Accordingly, product management system (600) allows an OEM to manage assembly, distribution and servicing of an engine driven product at OEM common locations. Configuring each of the power and/or frame components of the product to be able to be broken down into a number of smaller assemblies allows individual assemblies of the product to be communicated independently between the OEM and the customer. Furthermore, configuring the packaging to be reusable for return of one or more of the components of the product limits customer and OEM expense associated with exchanging product portions which require servicing or exchange. Furthermore, the direct exchange of product between OEM and consumer allows servicing of the product with the same personnel that manufacture or otherwise engineer the engine driven recreational device.

Specific embodiments of the present invention will now be further described by the following, non-limiting examples which will serve to illustrate various features of significance. The examples are intended merely to facilitate an understanding of ways in which the present invention may be practiced and to further enable those of skill in the art to practice the present invention. Accordingly, the examples should not be construed as limiting the scope of the present invention.

As an example, traditional personal watercrafts often include an engine and a power system that are supported in a hull. Although the nature of the manufacture of such traditional devices renders the systems generally separable, the systems of the apparatus are generally constructed to be separated only by highly skilled service personnel. Having chosen a distribution system that enables a direct OEM to consumer product stream, a product constructed in accordance with the disclosure above, satisfies common carrier protocol and can be assembled by an end user of the product. The personal watercrafts disclosed therein are engine driven, configured to be broken down into a number of manageable components, and constructed to support an operator in a prone position. Understandably, these are but one example of the applicability of a product development and management system according to the present invention.

Preferably, the product is small and lightweight such that it can be easily shipped directly to the end user using common shipping methods such as UPS and Federal Express. It is preferably easily unloaded and transported by a single individual to its final use destination. The product has a simplified construction that includes a number of parts, such that the product can be broken down into constituent parts. Additionally, the breakdown and assembly of the product requires only a common mechanical aptitude without the need of any specialized skills or tools.

The personal watercraft disclosed above include a number of connectable systems that are constructed to be communicated from the OEM to the consumer. Preferably, the hull, each sponson, the engine, the control system such as the throttle and steering control systems, and the jet assembly of the watercraft disclosed therein are fully removable and are constructed to accommodate the common carrier parcel specifications as disclosed above. That is, although more than one of the assemblies discussed above may be constructed to collectively satisfy the common carrier specifications, each assembly or system can be individually shipped should such a need arise. Preferably, understandably, the packaging schedule of the components of the assembly is intended such that each package can approach the tolerances specified by the common carrier thereby reducing the total number of parcels associated with any given system or assembly.

The ability of the watercraft product to be easily broken down into constituent parts renders the product suitable for servicing or other repair through a return to depot or OEM business method. The partial disassembly of the product includes separation of the primary power train module which reasonably includes the most common field failure elements such as the engine, its associated sub-systems, such as electrical and exhaust systems, the jet pump propulsion system, and the steering mechanism. For communication of the repairable elements between the OEM and the consumer via common carrier, features of the in-use configuration of the product may need to be removable from the product to satisfy common carrier requirements.

That is, the engine driven product can include a removable fuel tank and a removable oil reservoir.

Preferably, product components such as the fuel tank, the battery, and/or an engine oil system are constructed to be easily removed from the watercraft. Additionally, other bulky items, that may collectively exceed common carrier size and shape restrictions, and which would not normally fail, such as flotation chambers and covers, are also constructed to be simply and efficiently removed from the product. The fuel tank and battery are easily removable to comply with hazardous material shipping restrictions. Preferably, an end user provides the consumable materials, such as fuel, a battery, and oil, which are barred from transport by the common carrier. Incorporation of an electronic fuel injection (EFI) system mitigates the requirement to drain a reservoir commonly associated with a carbureted engine. The EFI system and draining of a carburetion system ensures no fuel is contained in a product power system during transport. Such simplistic operations ensure that the consumer shipped portion of the product complies with common carrier parcel requirements as well as federal and state hazardous material shipping regulations.

For those engine-powered products provided with a crankcase constructed to contain a volume of operating oil, the engine crankcase is constructed to remain sealed during shipment. Alternatively, the product could also be provided with a removable oil reservoir. Such a configuration would allow the OEM to deliver the product directly to the consumer without hydrocarbon materials or with common carrier pre-approved hydrocarbon containing systems. Upon receipt, the consumer independently acquired and introduces the fuel and oil to the systems of the product. In the event that the product requires repair or other servicing, the user simply removes that portion of the product which requires service and returns it to the OEM. However, the consumable products associated with engine operation are retained by the user and are not shipped via common carrier except for that embodiment wherein the engine system includes a sealed oil containing crankcase.

The product shipping cartons or containers are also designed and constructed to facilitate multi-directional direct OEM/consumer product shipment. That is, the containers are utilized for both direct shipment of the product from the OEM to the customer and return shipment of portions of the product from the customer to the OEM and/or repair depot. Preferably, the packaging is configured to be reusable for return of one of a frame component and a power component directly to the original equipment manufacturer. A power train carton is further constructed to ensure the configuration of the power train system upon shipment. That is, the size and shape of the carton is configured to prevent the power train module or drive portion of the product from being packaged with the fuel tank and/or battery attached. Designing and constructing the product and respective systems to support a common carrier return to depot or OEM business method avoids the dealership distribution network as well as the expense associated with internally forming and managing an OEM specific distribution network. The systems also avoid the expense and complication associated with maintaining an amicable relationship with independent contract carriers.

The direct OEM/customer product stream allows the OEM to directly control the service and product delivered to the consuming public. The OEM maintained repair systems can be staffed by highly skilled technicians who are intimately familiar with the entirety of the OEM product line. The system alleviates the needs to constantly train dealership service technicians and provide them with the often costly service manuals, specialized service tools, diagnostic equipment, parts ordering support, and logistics systems since all of these resources would be OEM maintained. OEMs operating according to the disclosed systems also reduce the effects of online and telephonic help systems as the OEM's personnel maintain the in-field product.

An OEM supported and operated repair function staffed with OEM trained and highly experienced technicians, equipped with the specialized tools and equipment needed, and supported by the OEM parts inventories improves both a Mean Time to Diagnose (MTTD) and a Mean Time to Repair (MTTR) as compared to conventional dealership service methods. That is, the personnel responsible for trouble-shooting a product can often be instrumental in product design and development or closely associated or even closely located with personnel responsible for such functions. By implementing an OEM repair strategy, the MTTR can be measured in days thereby greatly enhancing the customer experience as well as the customer confidence in the OEM. In addition, the profit potential of the OEM would increase by the reduction in cost associated with establishing and maintaining a dealer service channel and the increased margins on parts and labor which now flow directly to the OEM.

The OEM management of repair and customer communications also enhances efficient product assessment. Infant mortality failures of in-field product can be quickly and easily identified because the inventory lag associated with the dealership network is avoided. The OEM can also readily diagnose and analyze warranty costs. Field failures can be quickly identified and product corrective actions can be quickly implemented thereby reducing exposure associated with warranty failure and diagnosis lags. OEM control of repair systems also affords the OEM the benefit of access to near immediate end user consumer information. Accurate records of specific failures and failure rates greatly assist continued product improvement and development. Cost margins on parts and labor normally flowing to dealerships would now flow directly to the OEM providing additional profit potential. Warranty service costs can also be easily tracked and accounted.

The direct return to OEM service method is complimented by a direct Internet enabled sales method to completely eliminate intermediaries between the OEM and the end user. The complete control of customer satisfaction is controlled directly by the OEM. The OEM trained sales assistants are in direct contact with the potential customer ensuring accurate and timely answers to queries and fostering the OEM/end user relationship. Information from other users or previous consumers can also be easily available on-line to provide real world feedback on the OEM and OEM products. The on-line direct interaction of the OEM and consumer ensure correct and timely ordering and ensures accurate shipping dates and times which further enhance customer confidence.

The ease with which the product can be manufactured, packaged, delivered, user assembled and operated uniquely positions the OEM of the engine driven apparatus to interact directly with a consumer throughout the useful life of the product. That is, the system is configured to allow the OEM to manage the product and the interaction between the consumer and the OEM from product conception to consumption, i.e. the products useful life or from cradle to grave.

The OEM/consumer direct product network reduces start-up expenses associated with new market entrants. For instance, a new company or new product could be rapidly launched throughout a large geographic territory without experiencing the delay to recruit, train and equip a dealership network. A national or international launch could be supported by a single web site and a single or limited number of OEM supported facilities or locations. The OEM can also easily control the trade-in and used equipment markets. Those OEM substantial enough to do so may also provide financial support for product purchases and the like. The OEM supported repair systems can also offer a final disposal and/or recycling service to the customer. Such services further enhance and diversify the OEM revenue streams. Accordingly, rather than being strapped with the hindrances of a dealership network, an OEM operating according to the present invention would readily appreciate the product and revenue performance associated with the direct communication of goods and services between the OEM and the end use consumer.

The watercraft and power systems aspects disclosed herein provide a uniquely configured vehicle system that can be efficiently manufactured, delivered, and serviced. The construction of the watercraft such that the watercraft can be broken down into respective systems provides a watercraft system that can be conveniently transported via common carrier as the combustible fuel materials and containers can be quickly and efficiently removed from the watercraft system. Alternatively, the crankcase of the power system has a sealed construction such that the power pod can be transported by common carrier without fear of fluid leakage. Not only can a manufacturer of such a system efficiently distribute product, but customers can conveniently return entire products, or only portions thereof, to the original equipment manufacturer (OEM) for service or repair. Accordingly, the OEM can avoid the capital expenditure associated with forming a distribution network, as well as efficiently maintain the integrity of the parts and services associated with any repairs. Such a distribution and service paradigm allows the OEM to also monitor product performance and mortality as well as direct control of warranty servicing or the like. Even though others, particularly in the computer device arena, have somewhat similar distribution and service network systems, those systems are generally inapplicable to engine powered devices. That is, whereas computers can be conveniently shipped via common carrier, the inclusion of combustible fluids in engine powered devices, generally prevents such a network in the area of engine powered vehicles.

Generally, such systems are manufactured by an OEM, distributed by a carrier system frequently associated solely with the OEM, and sold and serviced by a number of remotely located distribution locations or associated franchises. Maintaining such a business model requires considerable initial investment and continued cooperation between the respective participants in the stream of product. A watercraft or power system according to the present invention can be manufactured and maintained by an OEM whereas known systems are ill-configured and constructed for such distribution and maintenance. By tailoring the product to satisfy the business operating paradigm, considerations, such as product packaging can be addressed and considered during product production to satisfy the return to OEM feature of the product.

In addition to the disclosed inventive apparatus, the inventive method is beneficial because it involves equipment specifically designed to be easy to package and ship to the end-user. The end user can then assemble and use with minor adjustments such as the addition of oil, gas, and battery power. This equipment is also easy to disassemble so that it may be packed and shipped back to the OEM for maintenance or repair. It is also then easy for the consumer to reassemble it once it is received back from the OEM.

An additional benefit from using the inventive method is that the OEM can increase its profit margin substantially because it has eliminated the middleman, i.e., the dealership. Alternatively, the OEM can reduce the price of the product because there is no dealer middleman. Of course, the OEM could do both reduce price and increase profit relative to OEMs that are forced to work with dealerships.

Although the best mode contemplated by the inventor of carrying out the present invention is disclosed above, practice of the present invention is not limited thereto. The present invention has been described in terms of the preferred embodiment, and it is recognized that equivalents, alternatives, and modifications, aside from those expressly stated, are possible and within the scope of the impending claims. That is, it will be manifest that various additions, modifications and rearrangements of the features of the present invention may be made without deviating from the spirit and scope of the underlying inventive concept. It is intended that the appended claims cover all such additions, modifications and rearrangements. Expedient embodiments of the present invention are differentiated by the appended claims. 

What is claimed is:
 1. A watercraft comprising: a body having a top side; a support pad for an operator on the top side of the body; at least one float removably connected to the body; an engine disposed in the body; and a mechanism for steering the personal watercraft.
 2. The watercraft of claim 1 wherein the personal watercraft weighs less than approximately 200 pounds.
 3. The watercraft of claim 2 wherein the body and engine weigh less than 110 pounds.
 4. The watercraft of claim 3 further comprising a portage mechanism that removably cooperates with at least one of the body and the at least one float and facilitates overland manual single person transport of the body or the at least one float to which the portage mechanism is attached.
 5. The watercraft of claim 1 wherein the mechanism for steering includes a control disposed below a plane of the cover.
 6. The watercraft of claim 1 further comprising a gas tank removably connected to the body and constructed to be removed therefrom without emptying.
 7. The watercraft of claim 1 further comprising a hatch that sealably cooperates with the body.
 8. The watercraft of claim 1 wherein the body is constructed to interchangeably cooperate with different shaped hulls that define a shape of the watercraft.
 9. A watercraft apparatus comprising: a housing for enclosing an engine; a water jet for propelling the watercraft; a support for supporting an operator of the watercraft; a gasket for sealingly attaching the support to the housing; and an exterior surface of the housing having a first protrusion and at least a second protrusion parallel to the first protrusion such that the first and second protrusion define a geometric interlocking arrangement.
 10. A personal marine system comprising: an enclosure for engaging a water surface; an engine having an external surface disposed in the enclosure; a water jet powered by the engine for propelling the personal marine system; at least one sponson removably connectable to the enclosure and offset in a lateral direction relative to the enclosure for stabilizing buoyancy once the system is on a water surface; and a water jacket defined by at least one of the engine and an external engine surface for engine cooling.
 11. The personal marine system of claim 10 further comprising a handlebar for directing a discharge of the water jet.
 12. The personal marine system of claim 10 further comprising a pump for circulating water that is at least thermally connected to an operating environment through the water jacket.
 13. The personal marine system of claim 10 further comprising a support for engaging an operator.
 14. The personal marine system of claim 10 further comprising a seal for sealing an opening of the enclosure during operation of the personal marine system.
 15. The personal marine system of claim 10 further comprising a steering mechanism connected to the system for allowing an operator to control direction of travel of the system, and wherein the steering mechanism is configured for preventing inadvertent operator contact therewith.
 16. The personal marine system of claim 10 wherein the at least one sponson is further defined as a first sponson and a second sponson that are each removably detachable to the enclosure to facilitate breakdown of the system into more easily transportable components.
 17. The personal marine system of claim 10 further comprising a top plane on the enclosure, wherein the plane includes a padded seat connected thereto, and wherein the seat is constructed and configured to engage anatomy of an operator during operation of the system.
 18. The personal marine system of claim 10 wherein the at least one sponson is constructed of at least one of a deformable material, a thermoformed material, and a flotation foam to provide a lightweight construction that is sufficiently rigid to withstand impacts thereof
 19. The personal marine system of claim 10 wherein the support is formed from a closed foam to provide a first suspension feature and further comprising a pad attached to an upper surface of the at least one sponson and configured to engage anatomy of an operator.
 20. A watercraft power system comprising: an engine; a pump having an inlet, a discharge, and a pump shaft that is operationally connected to the engine; and a housing constructed for removably engaging a hull of a watercraft and positioned about the engine and the pump, wherein the housing has a first opening for being positioned about the inlet, a second opening for being positioned about the discharge, and is at least partially disposed within the hull of the watercraft when engaged with the watercraft.
 21. The watercraft power system of claim 20 further comprising at least one passage formed through the housing, the at least one passage constructed to fluidly connect at least one of a fluid reservoir, a gas tank, and a combustion gas source to the engine.
 22. The watercraft power system of claim 20 further comprising an endless drive that operationally connects the pump to the engine.
 23. The watercraft power system of claim 20 wherein the pump is further defined as a centrifugal pump that includes an impeller having a plurality of blades.
 24. The watercraft power system of claim 20 further comprising a nozzle movably connected to the discharge and connected to a control linkage of the watercraft.
 25. A watercraft power pod comprising: an engine; a pump operationally connected to the engine; and a housing configured to enclose the engine and the pump and removably engage a watercraft.
 26. The watercraft power pod of claim 25 wherein the housing is configured to independently engage a watercraft having a first hull shape and another watercraft having another hull shape and wherein the housing is at least partially disposed within a hull of the watercraft when engaged therewith.
 27. The watercraft power pod of claim 25 wherein the housing is constructed of a waterproof material.
 28. The watercraft power pod of claim 25 further comprising an endless drive disposed between the engine and the pump and a tensioner constructed to engage the endless drive for adjusting pressure between the endless drive and a crankshaft of the engine and a shaft of the pump.
 29. The watercraft power pod of claim 25 further comprising a fuel connection extending through the housing and constructed to removably engage a fuel source contained in a hull of a watercraft.
 30. A removable watercraft power system comprising: a pump having an impeller; an engine; an endless drive connected between the engine and the pump; a pump shaft connected to the impeller and the endless drive; a crankshaft connected to the engine and the endless drive and offset from the pump shaft; and a housing for removably engaging the power system with a hull of a watercraft wherein the housing is at least partially disposed within the hull of the watercraft when engaged with the watercraft.
 31. The removable watercraft power system of claim 30 wherein the housing further comprises a first opening constructed to be generally aligned with a fluid inlet of the pump and a second opening constructed to be generally aligned with a fluid discharge outlet of the pump.
 32. The removable watercraft power system of claim 31 wherein the first opening and the second opening are constructed to be generally aligned with openings formed in the hull of the watercraft when the power system is connected thereto.
 33. The removable watercraft power system of claim 30 wherein the housing further comprises at least one passage formed therethrough, the at least one passage constructed to fluidly connect the engine to one of a fuel source, an air source, and an oil source positioned in the hull of the watercraft.
 34. The removable watercraft power system of claim 30 wherein the housing is constructed to engage a first watercraft and a second watercraft.
 35. The removable watercraft power system of claim 34 wherein the first watercraft has a hull configuration that is different than a hull configuration of the second watercraft.
 36. The removable watercraft power system of claim 30 wherein the engine and pump are oriented in the housing to provide a low center of gravity for the power system.
 37. The removable watercraft power system of claim 30 wherein the power system weighs less than 150 lbs. 